Fuel control means



Jan. 31, 1967 c. RHWOODBURN 3,301,245

FUEL CONTROL MEANS Filed June 26, 1964 2 Sheets-Sheet 1 ATTORA/[Y Jan.31, 1967 c. R. WOODBURN FUEL CONTROL MEANS 2 Sheets-Sheet z Filed June25,- 1964 [/V l/E/V 702 [h Eff/e5 R Hoodbur0- By Q A TTOP/VEY UnitedStates ate t 3,301,245 FUEL CONTROL MEANS Charles R. Woodburn, 440Terraine Drive, Long Beach, Calif. 90814 Filed June 25, 1964, Ser. No.377,827 3 Claims. (Cl. 123-198) This invention relates to a fuel controlmeans and is more particularly concerned with a thermoresponsive meansfor reducing the flow or supply of fuel into an internal combustionengine and to thereby slow the operation and reduce the work output ofthe engine when the operating temperature of said engine reaches apredetermined maximum safe operating temperature.

Throughout the automotive industry and more particularly, in thetrucking industry, expensive motor damage occurs as a result ofoperating the vehicle motors or engines at excessive temperatures. Themost common damage caused by operating an engine at excessivetemperatures is burning of the valves and pistons and scarring andgalling of the cylinder walls.

When such damage occurs in an engine, it must receive a major overhaul.In the case of conventional diesel engines, such as are used in trucks,such an overhaul costs between two and three thousand dollars.

Unfortunately, overheating of engines and the resulting damage theretooccurs most frequently in new or recently overhauled engines, which aretight and the parts of which have not yet broken in to operation. As aresult, it often happens that an owner of a motor truck is faced withthe great expense of an engine overhaul shortly after he has purchasedhis truck or has just had the engine thereof overhauled.

An object of my invention is to provide a means, the full purpose ofwhich is to rob from or otherwise reduce the supply of fuel delivered tothe cylinders of an engine, when the temperature in the engine reaches apredetermined maximum safe operating temperature and so that theoperator thereof cannot deliberately or negligently cause overheatingand resulting damage to the engine.

Another object of this invention is to provide a pressure relief or ableeder valve in the pressure or delivery line running or extending froman engine fuel pump and means responsive to the temperature of theengine to actuate and open the valve when the temperature exceeds apredetermined value, whereby the operation or work output of the engineis slowed and reduced to an extent that said temperature is notexceeded, independent of the normal controls for the engine.

Still another object of my invention is to provide a r means of thecharacter referred to wherein said temperature responsive means includesa pyrometer in the exhaust manifold of the engine and which isresponsive to the exhaust gas temperatures.

An object of this invention is to provide a means of the characterreferred to which is such that the valve means thereof and the pyrometerthereof can 'be advantageously adjusted and/or calibrated to vary thetemperature at which the valve is opened and the volume of fluid or fuelrobbed or bled from the fuel supply and the resulting drop in fuelpressure.

Another object of this invention is to provide a means of the characterreferred to wherein a means under control of the pyrometer is arrangedin the linkage of the manually operable actuating means for the throttlevalve of a gasoline engine carburetor or the metering valve of a dieselengine distributing pump, which means effects a shortening of thelinkage or its effective movement and reduces the flow of fuel,independently of the action of the operator, when the temperature of theengine exceeds a safe operating temperature.

It is an object of this invention to provide a means of the characterreferred to involving but a few, inexpensive, simple, durable anddependable components and a means which is such that it can be easilyand conveniently installed in and/ or removed from existing engine fuelsystems with a minimum of time and effort and without requiring thealteration and/or modification of such systems.

It will be apparent that it is to be understood that means provided bythis invention does not and is not intended to control the mixture orratio of fuel and air delivered to the engine, the speed of the engine,the intake exhaust or oil pressures of the engine or the normalvariations in the operating temperature of the engine, but rather,simply slows or reduces the work output of the engine when the operatingtemperature thereof exceeds a safe operating temperature.

The various objects and features of my invention will be fullyunderstood from the following detailed description of typical preferredforms and applications of my invention, throughout which descriptionreference is made to the accompanying drawings, in which:

FIGURE 1 is a diagrammatic view of my new fuel control means applied toone form of diesel engine fuel system;

FIGURE 2 is a sectional view of the pyrometer that I provide;

FIGURE 3 is a diagrammatic view of my new means applied to the fuelsystem of a gasoline operated internal combustion engine;

FIGURE 4 is an isometric, diagrammatic view of another form of myinvention applied to the fuel system of a diesel engine; and

FIGURE 5 is a diagrammatic view similar to FIGURE 4 and showing mysecond form of fuel control means related to a gasoline operatedinternal combustion engine.

The fuel system S diagrammatically illustrated in FIG- URE 1 of thedrawings is that system provided on diesel engines manufactured byCummins and designated and sold under the trademark PT fuel system. Inthis system a fuel pump P driven by the engine with which the system isrelated draws fuel from a fuel tank T through a suitable suction line 10and delivers the fuel through a suitable delivery line 11, connectedwith and extending between the outlet side of the pump P and a manifold12. The manifold 12 is connected with and delivers fuel to the inletsides or ports of the fuel injectors I of the engine.

A suitable outlet manifold 13 is connected with the outlet side or portsof the injectors I, which manifold conmeets with a return line 14extending back to the fuel tank T.

The pump P is such that it delivers a constant flow of fuel to andthrough the injectors I and is provided with a suitable metening valvemeans (not shown) which valve means varies the pressure and/ or volumeof said flow of fuel. The metering valve means of the pump P is operatedby a crank 15 operatively connected with a foot operated pedal orso-called throttle pedal 16, by suitable linkage 17.

The injectors I are intermittently operated by a suitable cam operatedrocker arm mechanism M, within the engine, in accordance with commonpractice or diesel engine construction. The injectors I are such thatafter they are operated by the rocker arm mechanism M, they arerecharged with fuel for subsequent operation.

In this system, the amount of fuel delivered or injected into thecylinders of the engine by the injectors I is determined by the size ofthe charge they receive, which charge is determined by the pressure andresulting volume, or vice versa, of fuel flowing therethrough anddelivered by the manually controllable pump P.

It will be apparent that if the supply of fuel between the outlet sideof the pump P and the manifold 12 extending to the injectors I isreduced in volume and/ or in pressure, the engine with which the systemis related will be slowed and its work output reduced.

The fuel control means F that I provide includes generally a pyrometer Xcarried by and projecting into an exhaust gas manifold 20 of the enginewith which the fuel system S and the fuel control means F is related,and a valve means V connected in the delivery line 11 and under controlof the pyrometer.

The valve means V is normally closed and the pyrometer X is such that itdoes not open or otherwise activate the valve means V until the exhaustgas temperature reaches :a predetermined set temperature, whereupon thevalve means V is opened.

When the valve means V opens, fuel in the line 11 is bled ofl, reducingthe volume and the pressure of the fuel delivered to the injectors I andthereby slows the engine and reduces its work output. When the workoutput is reduced in the above manner, the temperature of the exhaustgases drops immediately.

The means F is such that as the temperature of the exhaust gasesincreases above the set, predetermined safe operating temperature of theengine, the valve means V is opened to a proportionate and greaterextent and will continue to so open until such time as the volume andpressure of the fuel to the injectors I is only sufiicient to operatethe engine at idling speed, in an unloaded condition, It is highlyimportant that the means F that I pro vide does not completely shut offthe fuel supply to the engine but assures suficient flow of fuel topermit the engine to idle, as an overheated engine may be badly damagedif stopped and let to cool in a standing or stationary condition.

This last mentioned condition is controlled by the maximum extent towhich the valve means V can be opened, which factor can be easilyadjusted for and controlled, as will hereinafter be described.

In light of the above, it will be apparent that when the means F is setinto operation, the effect will be immediately experienced or noticed bythe operator of the engine and he can manually reduce the load on theengine and continue accordingly. It will also be apparent that shouldthe operator seek or attempt to compensate for and overcome the effectof the means F, as by advancing the throttle pedal, the temperature ofthe exhaust gases will increase and the means F will immediately andautomatically overcome such efforts. Accordingly, the operator iseffectively prevented from abusing and burning up the engine.

It will be noted that the temperature of exhaust gases in internalcombustion engines varies or changes very rapidly, in response to thework output of the engine and that there are many commercially availablepyrorneters and the like which operate extremely rapidly in response tochanges in temperatures. Accordingly, the means F that I provide can bemade to operate extremely rapidly and is not such that it must wait andfunction slowly in response to changes in temperature of a mass, such asthe cylinder head of the engine or the water in the cooling system ofthe engine.

Accordingly, the means F that I provide is such that it will not undulyimpede or interfere with the safe and serviceable operation of theengine with which it is related. That is, the operator, if he does notattempt to deliberately abuse the engine, will not find himself withoutthe necessary power output from the engine to continue with the work theengine is intended to perform in a. satisfactory manner.

In the form of the invention illustrated in FIGURES l and 2 of thedrawings, the pyrometer X involves a base 30 with an externally threadedtubular stem 31 depending therefrom and threadedly engaged in a drilledand tapped opening or hole 32 provided in the exhaust manifold 12 of theengine. An elongate thermoresponsive by-metal coupler 33 is carried bythe base and has a lower, depending probe portion 34 extending throughthe stern and into the manifold and an elongate upwardly projectingswinging arm portion 35 extending upwardly from the base. A suitablecase 36 is removably secured to the base to overlie and house the top ofthe base and the upper arm portion 35 of the coupler 33.

The upper end of the arm portion 35 of the coupler carries a suitableinsulated contact brush 37, which brush has a suitable lead line 38extending to and connected with a ground terminal post 39 at one side ofthe case.

Arranged within the case is an elongate resistance bar 40, which bar isadapted to be slideably engaged by the brush 37. The bar 46) is anelongate arcuate member carried by an elongate substantially verticallyextending arm 41 pivotally mounted on the base. A suitable adjustingscrew 42, carried by a boss on the base, within the confines of the caseand coupled with said arm, is provided to vary and adjust the positionof the bar with respect to the brush.

A suitable lead line 43 is connected to the end of the bar adjacent thecarrier arm 41, which lead extends to and is connected with a terminalpost 44 at said one side of the case.

The bar 40 is, by means of the screw 42, positioned to normally occur inspaced out of contact position with the brush 37 and such that when thelower portion 34 of the coupler is subjected to the maximum safeoperating temperature of the engine, the arm portion 35 of the couplershifts or swings sufliciently towards the bar 40 to establish contactbetween the bar and the brush 37. As the temperature increases, thebrush moves longitudinally along the resistance bar 40 and theresistance afforded thereby is effectively lowered.

In accordance with the above, it will be apparent that the temperatureat which the means F is set into operation, can be advantageously variedand controlled.

It will be further apparent that the adjusting screw 42 occurs withinthe case and that the case can be suitably sealed with or to the base toprevent unauthorized tampering with the adjustment of the pyrometer.

The post 39 0f the pyrometer is connected to a ground line 45 and thepost 44 is connected with a power line 46 extending from the valve meansV, as will hereinafter be described.

The particular pyrorneter construction illustrated and described abovecan be varied widely in form and construction without affecting thenovelty of the present invention.

It is to be noted that all that is required to mount and relate thepyrometer X to the engine with which the means F is related is to drilland tap the hole or opening 32 in the manifold 12. It is also to benoted that should the means F that I provide be removed from the engine,the hole or opening 32 can be easily and conveniently plugged andaffords no adverse effects.

The valve means V that I provide includes an elongate body having inletand outlet ports 50 and 51 at its opposite sides, communicating withaxially spaced inlet and outlet chambers within the body. An axiallyextending tapered needle valve seat is provided in the body to extendbetween and communicate with the said axially spaced inlet and outletchambers and an elongate gate needle valve member 52 is arranged inseated sealing engagement in said seat. The valve member 52 is providedwith an elongate stem 53 which stem projects axially from one end of thebody.

The valve means V further includes a solenoid operating means 60, whichmeans includes an iron core 61 fixed to and extending axially outwardlyfrom the outer or free end of the stem and a coil 62 carried by a case63fixed to said one end of the body and surrounding the core.

A suitable compression spring 64 is carried by the case in axialalignment with the core to engage the free end of' the core and tonormally yieldingly urge the core, stem and valve member inwardly intothe body and to hold the valve member in closed, sealing engagement inthe valve seat.

An idle adjustment screw 65 is carried by the case to oppose the outerfree end of the core and serves to limit the longitudinal outwardmovement of the core and the resulting outward movement of the valvemember relative to the valve seat.

The ends of the coil are connected with a pair of terminal posts 66 and67 accessible at the side of the case.

The post 66 is connected with the power line 46 extending to andconnected with the post 44 on the pyrometer X and the post 67 isconnected with a suitable power supply line 68 extending from a suitablepower source, such as a battery 69.

The outlet port 50 of the valve is connected with a fuel line 79 whichline extends to and is connected with a T fitting 71 engaged in andbetween the outlet port of the engine fuel pump P and the inlet end ofthe delivery line 11. Accordingly, the installation of my new systemrequires no rebuilding or modification of the engine fuel system.

The outlet port 51 of the valve is connected with a discharge line '72which line can be connected with the suction line 10, the return line14, or, as illustrated, extend back to the fuel tank T.

With the structure set forth above, it will be apparent that the valvemeans V is normally closed and that the electrical circuit provided isopen. When the pyrometer X is heated to a predetermined point, contactis made between the bar 4t and the brush 37. When such contact isestablished, the circuit is closed and, due to the resistance aifordedby the bar 49, a small amount of current flows through the coil,shifting the core against the resistance of the compression spring.Accordingly, the valve opens to a limited extent and a small amount offuel is bled from the fuel system. If the temperature of the exhaustgases increases, the resistance is automatically reduced and thesolenoid opens the valve further and until such time as the core isstopped by the screw 42, whereupon so much fuel is bled from the fuelsystem of the engine that only sufiicient fuel is provided to operatethe engine in an unloaded idling condition.

It will be apparent that my novel means F can be advantageously appliedto any diesel engine fuel system.

In the case of a diesel fuel injection system where a distributor typepump is employed and a separate delivery line extends from the pipe toeach injector, a separate tap line with a spring-loaded check valvetherein must be provided to eXtend from each delivery line to thesingle, common valve means V of my control systern.

In the form of the invention illustrated in FIGURE 3 of the drawings, 1have illustrated, diagrammatically, my new system F related to agasoline operated internal combustion engine.

In this application of my system, the valve means V is connected with orto the fuel delivery line extending from the fuel pump P to thecarburetor C.

It may be asserted that the means F in this installation will cause theengine to run lean and to therefore overheat. This, however, is not thecase, as the means F responds very rapidly to the changes in the workload or output of the engine and the resulting changes in thetemperature of the exhaust gases. Accordingly, the means F will, inreality, prevent the engine from running too lean and hot and will forcethe operator thereof to operate the engine in a manner which will notoverload and therefore overheat the engine.

In other words, while the system F may momentarily cause a lean, hotburning, fuel mixture to be delivered to the engine, this in itselfwould only cause the means F to open wider, very rapidly, and to anextent that the mixture would become so lean that the engine woulddeliver very little power. In such a case, in order to regain power, theoperator need only let up on the throttle pedal, or close down thethrottle valve, to an extent that the engine is not overloaded andexcessive exhaust gas temperatures are not generated.

It is to be understood that the valve means V that I have illustratedand described above is only typical of one type or form of valveconstruction that can be advantageously employed in carrying out thepresent invention.

It is also to be understood that the solenoid type of operating meansfor the valve is merely illustrative of one such means that may beemployed in carrying out my invention.

The fuel system S illustrated in FIGURE 4 of the drawings is typical ofthe older and more conventional diesel fuel system wherein the pump Phas a distributor within, which distributor delivers individual chargesof fuel to the several injectors of the engine through separate fuellines extending from the pump to said injectors.

. The pump P, in accordance with conventional construction, has ametering valve means within to control the volume of fuel delivered bythe pump, which means is operated by a crank 15 operatively connectedwith a foot operated pedal 16'', or other suitable manually engageablemechanism. The crank 15 and the pedal 16" are operatively coupled orconnected to each other by a suitable linkage set-up 17".

The linkage set-up 17 extending between the crank 15" and pedal 16 canvary widely depending on the particular installation. However, the typeof linkage employed in such installations has become standardized andconsists of elongate rods of limited uniform cross-section, bell cranksand levers and spring loaded ball and socket type universal couplingmeans at and connecting the adjacent ends of the related rods, cranksand levers. Since the details of this type of linkage is substantiallystandardized, I have not illustrated such details and will not burdenthis specification therewith.

The fuel control system F in the form of the invention now underconsideration includes a pyrometer X, which pyrometer can and will beconsidered as identical with the pyrometer X illustrated and describedabove.

The system F further includes a means Y engageable in the linkage 17 tolengthen and shorten the effective longitudinal movement of the linkageconnected with the pump crank 15". The means Y is under control of thepyrometer X.

In the form of the invention illustrated, the means Y includes anadapter rod Z having axially spaced sections and 81, a clevis fitting 82threadedly engaged on the inner opposing ends of the rod sections,elongate upper and lower links 83 and 84 with outer ends pivotallysecured to each clevis and extending longitudinally inwardly therefromin divergent relationship with each other. The inner ends of the links83 and the inner ends of the links 84 are pivotally secured together anda solenoid 85 is pivotally connected or secured to and extends betweenthe said inner ends of the links 83 and 84.

A tension spring 86 is engaged between the links 83 and 84 at one sideof the solenoid and normally yieldingly urges the links laterallyinwardly towards each other and in such a manner as to maintain theadapter rod Z at maximum length.

When the solenoid 85 is energized by operation of the pyrometer and whenthe temperature of the engine becomes excessive, the solenoid urges thecentral pivotal connections between the several links laterally outwardly and against the resistance of the spring 86. This effectivelyshortens the length of the adapter rod.

As a result of the above shortening of the adapter rod Z, the fuelsupply to the engine is eifectively reduced with the same effect as inthe first form of the invention, described in the preceding.

It will be apparent that the solenoid operated rod shortening device ormeans Y that I provide is of slight dimensions and that the sections 8t)and 81 thereof are in axial alignment. Accordingly, the adapter rod canbe advantageously made in substantially any desired length and can besubstituted, as desired, or as circumstances require, for one of theseveral rods going to make up the operating linkage 17" for the enginewith which the means S" is related.

In practice, and as illustrated in the form of the invention shown inFIGURE of the drawings, the means Y in the form of the invention nowunder consideration, can be provided with a suitable housing.

In the form of the invention illustrated in FIG- URE 5 of the drawings,I have shown the second form of fuel control means, described above,related to a gasoline operated internal combustion engine, wherein thefuel supplied to the engine is under control of butterfly type ofthrottle valve in a carburetor C The means S in this form of theinvention includes a pyrometer X which pyrometer can be similar to thepyrometer X in the preceding forms of the invention, and a solenoidoperated rod shortening device or means Y which means is the same as themeans Y illustrated in FIGURE 4 of the drawings. In the form of theinvention now under consideration, the means Y is shown provided with acase 100, which case surrounds and protects the working mechanism ofsaid means. The case 100 has longitudinally outwardly convergent,conical, end portions which extend to occur about the sections 80' and81' of the rod Z and is provided with rubber bellow-type boots 102 atits opposite ends to seal between the case and the related rod sectionsand yet allow for relative axial shifting of the said rod sections. 1

In this last form of the invention, the means Y is engaged in theoperating linkage 17 extending between the throttle pedal 16 and theoperating crank for the butterfly or throttle valve of the carburetor Cof the engine.

With the above combination and relationship of parts, it will beapparent that the same results and effect are afforded by the means S asin each of the preceding forms of the invention.

It is to be understood that the means Y and Y that I provide and haveillustrated and described in the foregoing is only illustrative of oneform of rod shortening device or means that can be advantageouslyrelated to conventional operating linkage to effectively control andvary the effective movement of said linkage.

Having described only typical preferred forms and applications of myinvention, I do not wish to be limited to the specific details hereinset forth, but Wish to reserve to myself any modifications andvariations that may appear to those skilled in the art and fall withinthe scope of the following claims.

Having described my invention I claim:

1. Means for limiting the exhaust gas temperatures of an internalcombustion engine having a manually controlled fuel supply system and anexhaust gas manifold receiving and conducting exhaust gases from theengine, said means including a pyrometer related to the exhaust manifoldand responsive to the temperatures of the exhaust gases therein, andmeans related to the fuel supply system and operatively connected withthe pyrometer, said means related to the fuel supply system serving toreduce the supply of fuel delivered to the engine by the system when theexhaust gas temperatures exceed a predetermined point, said fuel supplysystem including valving means under control of a crank to control theflow of fuel into the engine and operating linkage comprising at leastone axially shiftable, sectional rod connected with the crank, saidmeans related to the fuel supply system in- 8 eluding a solenoidoperated, spring loaded rod shortening device engaged between thesections of said rod.

2. Means for limiting the exhaust gas temperatures of an internalcombustion engine having a manually controlled fuel supply system and anexhaust gas manifold receiving and conducting exhaust gases from theengine, said means including a thermoresponsive switching means relatedto the exhaust manifold and responsive to the temperature of the exhaustgases therein, and an electrically operated means related to the fuelsupply system and operatively connected with the thermoresponsiveswitching means, said means related to the fuel supply system serving toreduce the supply of fuel delivered to the engine by the said systemwhen the exhaust gas temperatures exceed a predetermined point and saidswitching means is operated to energize said means, said fuel supplysystem including valving means under control of a crank to control theflow of fuel into the engine and operating linkage comprising at leastone axially shiftable, sectional rod connected with the crank, saidmeans related to the fuel supply system including a rod shorteningdevice between the rod sections, said device including axially spaced,axially shiftable members connected with the ends of the rod sections,links having outer ends pivotally connected with the members and havinginner ends pivotally connected with each other, spring means normallyyieldingly urging the members axially away from each other and asolenoid engaged with the links and operable to shift the memberstowards each other.

3. Means for limiting the exhaust gas temperatures of an internalcombustion engine having a manually controlled fuel supply system and anexhaust gas manifold receiving and conducting exhaust gases from theengine, said means including a thermoresponsive switch and variableresistance device related to the exhaust manifold and responsive to thetemperature of the exhaust gases therein and a spring loaded solenoidoperated means related to the fuel supply system and operativelyconnected with the thermoresponsive switch and variable resistancedevice, said means related to the fuel supply system serving to reducethe supply of fuel delivered to the engine by said system when theexhaust gas temperatures exceed a predetermined point, said fuel supplysystem including valving means under control of a crank to control thehow of fuel into the engine and operating linkage comprising at leastone axially shiftable sectional rod connected with the crank, said meansrelated to the fuel supply system including a rod shortening deviceengaged between the sections of said rod, said device including axiallyspaced, axially shiftable members connected with the ends of the rodsections, a pair of links having outer ends pivotally connected with themembers and having inner ends pivotally connected with each other, saidlinks related to each member diverging inwardly, spring means betweenone pair of links to normally, yieldingly urge the links together andthe members axially away from each other and a solenoid engaged betweenthe inner ends of the related pairs of links and operable to shift theinner ends of the links away from each other and the members towardseach other.

References Cited by the Examiner UNITED STATES PATENTS 1,838,409 12/1931King et a1. l23l98 1,975,624 10/1934 Simmen 39.28 2,136,959 11/1938Winfield 123l40.3 2,244,669 6/1941 Becker 123l40.3 2,245,562 6/1941Becker 123140.3 2,283,659 5/1942 White 123198 MARK NEWMAN, PrimaryExaminer.

WENDELL E. BURNS, CARLTON R. CROYLE,

Examiners.

1. MEANS FOR LIMITING THE EXHAUST GAS TEMPERATURES OF AN INTERNALCOMBUSTION ENGINE HAVING A MANUALLY CONTROLLED FUEL SUPPLY SYSTEM AND ANEXHAUST GAS MANIFOLD RECEIVING AND CONDUCTING EXHAUST GASES FROM THEENGINE, SAID MEANS INCLUDING A PYROMETER RELATED TO THE EXHAUST MANIFOLDAND RESPONSIVE TO THE TEMPERATURES OF THE EXHAUST GASES THEREIN, ANDMEANS RELATED TO THE FUEL SUPPLY SYSTEM AND OPERATIVELY CONNECTED WITHTHE PYROMETER, SAID MEANS RELATED TO THE FUEL SUPPLY SYSTEM SERVING TOREDUCE THE SUPPLY OF FUEL DELIVERED TO THE ENGINE BY THE SYSTEM WHEN THEEXHAUST GAS TEMPERATURES EXCEED A PREDETERMINED POINT, SAID FUEL SUPPLYSYSTEM INCLUDING VALVING MEANS UNDER CONTROL OF A CRANK TO CONTROL THEFLOW OF FUEL INTO THE ENGINE AND OPERATING LINKAGE COMPRISING AT LEASTONE AXIALLY SHIFTABLE, SECTIONAL ROD CONNECTED WITH THE CRANK, SAIDMEANS RELATED TO THE FUEL SUPPLY SYSTEM INCLUDING A SOLENOID OPERATED,SPRING LOADED ROD SHORTENING DEVICE ENGAGED BETWEEN THE SECTIONS OF SAIDROD.